PowerPoint template - CMC Electronics · 2014. 10. 20. · Title: PowerPoint template Author: CMC Electronics Subject: PowerPoint template Created Date: 10/14/2014 1:58:57 PM

Title: CMC LPV Solution Esterline CMC Electronics Date: October 2014

Esterline CMC Electronics – Proprietary data 0

MONTREAL • OTTAWA • CHICAGO www.cmcelectronics.ca

Practical EGNOS Avionics Solutions Alain Beaulieu, Program Manager GPS



Esterline Overview • Headquarters: Bellevue, Washington

• Public company (NYSE: ESL)

founded in 1967

• Key markets: – Commercial aviation (40%) – Military aviation (40%) – Industrial applications (20%)

• Employees: > 12,000

• Revenues: $ 2 billion

Avionics and Controls Avionics systems and components, technology interface systems, including lighted switches and displays, pilot grips and wheels for commercial and military aircraft, military vehicles.

Sensors and Systems High-precision temperature and pressure sensors, power distribution equipment, motion control components, related systems.

Advanced Materials High-performance elastomer products, insulation and thermal protection systems, combustible ordnance, electronic warfare countermeasure products.



CMC Electronics Overview • Headquarters: Montreal, Quebec

• Incorporated in 1903

• Key markets:

– Commercial aviation (49%) – Military aviation (51%)

• Sales distribution:

– United States (56%) – Canada (13%) – International (31%)

• Employees: >1,000

Cockpits and Systems Integration Cockpit Retrofits New Cockpit Builds Human Factors Engineering

Aviation Products Navigation and FMS Displays and Vision Systems Airborne Communications

Custom Electronics Avionics Components Displays and Sub-systems Hybrid Microcircuits

NavComm Electronics Communications and electronics systems for land and marine applications



CMC Portfolio • Innovative avionics products and integrated cockpit systems solutions • Addressing need to modernize cockpits meeting international regulatory mandates

Cockpit Systems Integration

Displays and Vision Systems Navigation and FMS/GPS

EVS Sensors

FMS

Displays EFBs

Displays and Sub-Systems

GPS Sensors

Satcom Antennas

Mission Computers

Head-Up Displays (HUD)

Diplexer/Low Noise Amplifier

Beam Steering

Unit Microelectronics

Custom Electronics Communications

Doppler Velocity Sensor



Product Offering(s): CMA-5024/25 GLSSU

CMA-5024 GLSSU

CMA-5025 GLSSU Control Panel

CMA-4124 GNSSA



• State-of-the-art Patented 24 – channel Narrow Correlator ® ARINC 743B compliant SBAS sensor unit

– Three SBAS and twenty-one GPS continuous channels with full RTCA/DO-229D message processing

• TSO-C145c Beta-3 GPS receiver – TSO C145c incorporate more stringent standards that outperform TSO -

C129a in all operating conditions • FAA has cancelled TSO-C129a and does not allow re-certification to that

standard – GLSSU meets or exceeds any TSO-C196 GPS (only) receiver

• TSO-C146c Delta-4 Landing system • Software certified to RTCA/DO-178B Level B • Hardware certified to RTCA/DO-254 Level B • Software upgradeable to GBAS/LAAS • The GLSSU includes an Aircraft Personality Data file (APD

File) that contains aircraft-specific Configurations – Provide the flexibility of adapting GLSSU to the needs of

several aircraft within a large fleet. • Active antenna compliant with TSO C-190

– Allow to install the GLSSU in any location

CMA-5024 GLSSU - Characteristics

LPV data

connector

Antenna

connector

Standard ARINC 743

data connector

TSO-C190 Antenna

CMA-5024



• High-integrity SBAS Beta-3/ Delta-4 Navigation source with the highest levels of integrity and availability for RNP RNAV

– FMS can immediately benefit from an improved RNP navigation performance

• GPS/SBAS Primary Means of Navigation • Velocity Accuracy < 0.5 knots, 95%, velocity as per

RTCA/DO-229D Appendix F • Navigation Accuracy: RNP0.1 >99.999% availability with

SBAS, and Primary Means Navigation as per RTCA/DO-229D

• SA-Aware (SA-OFF) when out of SBAS coverage – Fault Detection and Exclusion (FDE) and predictive RAIM

with automatic pressure altimeter incorporation – Provide significantly improved level of integrity compares to

equipments approved based on TSO C-129 Standards • Supports all legacy FMS certified under TSO C-129a

without modification, all legacy data and wiring retained per ARINC-743B

CMA-5024 GLSSU - Navigation

RNP

ADS-B



• Self-contained GPS approach solution with an integrated digital high-integrity switch and a companion control head

– FMS not required to enable LPV • LPV is activated via the annunciator panel and managed via

the CMA-5025 Control Panel – With CMA-5025 Control Panel, it provides a fully

functional, stand-alone LPV system. – The CMA-5024 provides supports for ARINC-743B,709

and 710 with DME, ILS look-alike guidance signals to the autopilot and displays.

• The CMA-5024 includes a built-in digital high integrity switch for approach selection between ILS and GPS (SBAS or GBAS).

• LPV minima are typically lower then RNP minima – Provide CAT 1 equivalent approach capability with

decision height of 200 feet and visibility minimums as low as 1/2 mile

• Can host entire SBAS worldwide approach database

CMA-5024 GLSSU - Landing System

LPV data

connector

Antenna

connector

Standard ARINC 743

data connector

CMA-5024

LPV annunciators

CMA-5025



• With CMA-5024, it provides a fully functional, stand-alone LPV system. It is used to select/enable LP/LPV approach.

• Meets all RTCA/DO-229D LPV approach requirements without waiver or exception.

• FMS not required to enable LPV – A fully independent stand-alone LPV

capability, “bolts-on” to existing aircraft – Integrated OEM FMS solutions possible

• GBAS capable, RTCA/DO-253B GLS approach

ready

CMA-5025 GLSSU Control Panel

CMA-5025

SLS



Some problems LPV is helping to resolve • Schedule reliability for charter or scheduled flights due to absence

of traditional ground-based approach aids on remote destinations. – Issues: Runways without ILS, severe weather, and night landing

• Cost of new infrastructure – ILS is costly to install compared to publishing an LPV approach – Maintenance: periodic LPV re-survey versus ILS antenna re-cal

• NPA are designed with step-down level-off segments: fuel burn • ILS Weaknesses

– Clear surrounding area (multipath issues) – Must be “on the runway” – ILS ground support equipment failures – Occasional glide-slope “glitches” causing go-arounds

• Reduce airport maintenance with planned removal of ILS facilities – Re-confirmed by FAA during LPV progress meeting (Feb 2013)

• World wide, the government are looking at decommissioning ILS Cat-1 on Tier II/III airports



One GPS Solution for Many Platforms

http://www.aviationnews.eu/2013/05/22/fourth-aw139-vip-to-join-uk-ireland-corporate-fleet/aw139-vip-2/

//upload.wikimedia.org/wikipedia/commons/b/bc/C-17_test_sortie.jpg



ADS-B Installation on the B-737 • CMA-5024 GLSSU

GLSSU location

Annunciator Panel



RNP/LPV Installation on the B-737 • Standalone LPV on MMR Aircraft

CMA-5025 Control Panel

CAT-I LPV Deviations



LPV Installation on FAA Convair

• FAA Convair – CAT-I LPV LPV Annunciator

CMA-5025 Control Panel



Nav/LPV - Installation on A300/A310 • A310 and A300-

600ST (Beluga) – DND

• GLSSU for Nav, and ADS-B

• LPV next

– ATI Successful Flight Test (Airbus/EASA in September 2013): • Beluga landing with LPV all the way to touch

down, in autoland mode with autoflare. This is the second time that the Beluga team performed and autoland with LPV under EGNOS (previously tested October 2012)



Beluga LPV approach test with Autoland; Toulouse - Blagnac

16 September 2013

CMC Electronics CMA-5024 GLSSU & CMA-5025 Ctrl Panel



Installation on Helicopter – Nav/LPV

• AW 139 – LPV – LPV Based on both

SBAS CMA-3024 and HI Primus Epic as a dual config SBAS

• Eurocopter – Currently working on an

integrated solution with CMA-5024 GPS and CMA-9000 FMS

http://www.aviationnews.eu/2013/05/22/fourth-aw139-vip-to-join-uk-ireland-corporate-fleet/aw139-vip-2/



LPV Update Generic Block Diagram

New Equipment

Existing Equipment

Avionics Avionics

Source Select

ILS/SLS

CMA-5025

Control Panel

Ant. VOR DME

Radio-Nav Control Heads

Avionics

DME

Radio-Nav Control Heads

VOR

CMA-5024 GLSSU

Ant.

CMA-5025

Control Panel

CMA-5024 GLSSU

Existing navigation system is not touched No pilot re-training for navigation system LPV is ILS Look-Alike

Source Select

ILS/SLS



B737 LPV Block Diagram



Boeing 737 Installation Pictures - GLSSU • GLSSUs are installed

in the ceiling of the B737 500 Area

• Use the Boeing provisioned supports when available

• TSO C190 Active Antenna • CMA-5025 GLSSU CP

• Annunciators • CMA-5024 GLSSU



Boeing 757/767 Design • CMA-5025

installed on the Pedestal

• Annunciators installed in Pilot Primary Field of View

• Interface Transponder for ADS-B, if required

• Interface FMS for Navigation (RNP), if FMS H/W, OPC permits



ATR 42/72 -200/300/500 Proposed Design

Existing navigation System

is untouched

Minimum modification Minimum pilot training Minimum downtime Minimum documentation update



Operationally: Similar to an ILS approach

Operation



Operation • LPV approaches/vertical guidance derived exclusively

from SBAS and are not affected by temperature. • Design criteria is very much like an ILS and can be as

low as 200 with a half mile visibility. • AC 90-107 provides guidance for operational approval

• OpSpec/MSpec/LOA paragraph C052 and C053 provide guidance on training requirements



Operation - Plates

5 digit WAAS Channel Number SBAS Ch 80090

1

2

2

WAAS Approach ID: W=WAAS, Runway 13, A= 1st approach on that Runway

3 3

LPV DA (H) 4

1

LPV is a RNAV (GNSS) procedure

4

By definition, channel number will always be 5-digits: LP/LPV channel numbers from 40000 to 99999 GLS channel numbers from 20000 to 39999



Operation - Plates

LPV Minima 1

3

1



• Flight Crew Actions – Select a RNAV Approach plate for Runway

(example RNAV 13R) for the LPV approach – New Action: Enter the 5 digit number into the

Control Panel, the 5 digit number is obtained from the approach plate’s WAAS Channel Number, eg 80090.

– New Action: Select LPV approach using source select switch on forward instrument panel.

– Maintain map mode on ND during approach – Select LAND/ILS mode on autopilot – Autopilot transitions to ILS/LPV as per normal – FMS indicates normal precision approach – Pilot flies LPV like a standard Cat I ILS

approach procedure • Missed approach as per ILS

Operation - Example

http://www.flightsource.ca/blog/flightdeck/esterline-cmc-electronics-waas-gps-landing-systems-receive-certification-on-b737-for-gpslpv-approach-operations-in-canadas-north



Operational Benefits - LPV • Operational Benefits

– LPV is ILS Look-Alike – LPV plates are RNAV procedures – LPV is here and is expanding globally. – Implementation brings immediate savings – Installation in all aircraft is a reasonable and achievable bolt-on task – The CMA-5024 is certified, airline proven-in-service, with LPV – Reduced dependence on terrestrial navaids

• Improved dispatch reliability SIDS (use SBAS as navigation source) • Improved STARS (use SBAS as navigation source & LPV) • Can continue LPV operations when ILS is out-of-service to all runways

– Enhanced operational safety due to the vertical guidance provided – No false-glideslope capture – No operational limitation due to cold weather



Infrastructure Benefits - LPV

• Infrastructure benefit – Terrain variation does not impact publication of a LPV approach – No maintenance (contrast this to ILS continual flight inspection) – All SBAS services are interoperable (WAAS, EGNOS etc.) so

only one type of SBAS receiver is required

• FAA – LPV published advantages: (source: Federal Aviation Administration Implementation of WAAS LPV Procedures) – published in 2004

– Procedure Integrity – Lower Minimums – Significantly increases the number of available instrument

approaches



Multiple A/C operating in Canada, Air North flies LPV approaches daily

Chris Drossos, 737-300 project pilot for Canadian North

"The addition of LPV capability to our aircraft permits

us to provide significantly improved schedule

reliability for our scheduled and charter clients, given

the absence of traditional ground-based approach

aids at many of the remote Canadian destinations we

serve. From the pilot's perspective, CMC's LPV

system provides a clean, straightforward interface

which behaves exactly like an ILS, but with the

exceptional SBAS performance and availability."

Operation - Customer feedback - LPV



And prepared for the future… GBAS • GBAS/GLS is very similar to SBAS/LPV operationally,

both currently deliver CAT-I performance. • GBAS will be delivering CAT-I to CAT-III operations; however, CAT-II/III

MOPS are still in development, and GBAS CAT-I not deployed yet. • Differences between the systems

– LPV receives error corrections from SBAS geostationary satellites, GLS receives error corrections via uplink from GBAS ground station.

– LPV Final Approach Segment (FAS) is hosted in the avionics database, GLS FAS uplinked via VHF Data Link from the GBAS ground station.

– Concepts between GBAS/GLS and SBAS/LPV are highly similar except GBAS GLS requires ground stations to work, SBAS LPV is self-contained

• CMA-5025 already provide GBAS capability



CMC Electronics

at your service

Thanks you

http://www.essp-sas.eu/images/news/egnos_service_provision_workshop_2014_invitation_web.jpg

Documents

PowerPoint template - CMC Electronics · 2014. 10. 20. · Title: PowerPoint template Author: CMC Electronics Subject: PowerPoint template Created Date: 10/14/2014 1:58:57 PM